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tumup on the catanult, the pilot determines that the air-
Figure 8-1. Catapult Launch Trim Requirements
8.4.2 Catapult Launch. Aircraftlaunchgrossweight
will. be cross-checked and verified by signal with the
flight deck personnel prior to kneel. If the aircrafi is to
be catapulted with a partial fuel load, the pilot should
craft is down, the pilot-gives the no-go signal by shaking
his head from side to side. Never raise the hand into view
o.r_ m ake any motion that might be construeda s a salute.
Afer the catapult otlicer observes the pilot no-go signal,
he will cross his forearms over his head, and then
give the standard release tension signal. When the catapult
is untensioned, the catapult officer will signal the
ORIGINAL 8-4
NAVAIR Ol-Fl4AAD-1
AIRCbAFi l&tiCH CO = ZEdO,
F~ELvCG PLUS As ” ”
Figure 8-2. Center-of-Gravity Variation With Fuel Loading
pilot to raise the launch bar. The pilot shall ensure that the
throttlesa re seatedin the catapultd etenta nd will raiset he
launch bar with the LAUNCH BAR ABORT switch.
To avoid damage to the launch bar retract
mechanism, do not actuate the LAUNCH
BAR ABORT switch with the nosewheel deflected
off center.
When the launch bar is clear of the shuttle, the catapult
officer will move the shuttle forward of the aircraft
launch bar. At this point the aircraft is no longer in
danger of being launched. The catapult officer will signal
the pilot to lower the launch bar and then step in front
of the aircraft and signal the pilot to throttle back.
l If the aircraft is down prior to it being
pushed or pulled back for release from the
holdback fitting and when directed by the
catapult officer, the launch bar shall be
raised by the LAUNCH BAR ABORT
switch.
l Unkneelingt he nosegeawr hile the launch
bar is in the catapult track or shuttle will
damage the launch bar linkage and
bungees.T he pilot shouldu nkneelt he aircraft
only when he is sure that the launch
bar is free to rise and upon signal from the
catapult offtcer or taxi director.
If the aircraft is down after the go signal is given,
transmit the words “Suspend, Suspend”; however, the
flightcrew shouldb e preparedf or the catapults trokea nd
to perform emergency procedures if required.
8.5 LANDING
8.51 Carrier Landing Pattern (VFR). The VFR
carrier landing pattern (Figure 8-3) shall be in accordance
with the CV NATOPS manual. The pattern starts
with the level break at 800 feet and 300 to 350 knots.
The break interval will be approximately one-halfofthe
desired ramp interval time (15 to 17 seconds normal
interval). When established wings level on the downwind
leg, descendt o and fly the patterna t 600 feetM SL.
Engage DLC upon completion of flap extension.
8-5
NAVAIR OI-FI4AAD-1
MAXIMUM LANDING GROSS WEIGHT 54,000 POUNDS
Figure 8-3. Carrier Landing Pattern
ORIGINAL 0-6
Note
Selection of DLC during the Sap extension
cycle can generate excessive pitch rates.
DLC is to be selected only upon completion
of the flap cycle. DLC must be deselected
prior to flap retraction to avoid excessive
pitch trim change with automatic DLC stowage
during the flap retraction cycle.
Slow to 15u nits AOA or computedo n-speed( whichever
is faster) and verify airspeed/AOA correlation, engage
APC if desired, check for proper DLC operation,
and complete the Landing Checklist prior to reaching
the 180” position. The 180” tum is commenced 1 to 1.2
nm abeam the LSO platform to arrive at the 90” position
at approximately450 feet MSL. The nominal bank angle
throughout the turn should be 25” to 27”. Glideslope
meatball acquisition will occur at approximately 0.6 nm.
Do not descend below 300 feet prior to acquiring the
ball. On rollout to final, slightly overshoot the ship’s
wake. Optimum time on glideslope is approximately 15
to 18 seconds.
The LSO and tower must be informed if
the landing is to be made in any wing or
flap configuration other than 20° wing
sweep, flaps and slats down, or BATS inoperative,
to ensure wind-over-deck
requirements are met.
Do not attempt shipboard landing with
inoperative roll SAS and store asymmetry
greater than 170,000 inch-pounds because
of lateral pilot-induced oscillation
in the approach unless field divert is not
possible. (Example: weapon rail at station
6 and AIM-54 missile at station 8 equals
170,000 inch-pounds.)
Note
With the hook down, airspeed in excess of
300 knots may cause the hook transition light
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F-14D 飞行手册 Flight Manual 2(38)
